IMAGE  EVALUATION 
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Hiotographic 

Sciences 

CorporatioR 


23  WEST  MAIN  STREET 

WEBSTER, NY.  U580 

(716)  872-4503 


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CIHM/ICMH 

Microfiche 

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CIHM/ICMH 
Collection  de 
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Canadian  Institute  for  Historical  Minroreproductions  /  Institut  Canadian  de  microreproductior>s  historiques 


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Technical  and  Bibliographic  Notes/Notes  techniques  et  bibliographiques 


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n 


n 


n 


n 


D 


Coloured  covers/ 
Couverture  de  couleur 


I      I    Covers  damaged/ 


Couverture  endommagee 


Covers  restored  and/or  laminated/ 
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I      I  Pages  damaged/ 

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r~~]  Pages  discoloured,  stained  or  foxed/ 

I      I  Pages  detached/ 

Fyl  Shcwthrough/ 


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Ce  document  est  film6  au  taux  de  reduction  indiqud  ci-dessous. 

10X  14X  18X  22X 


28X 


30X 


12X 


16X 


y 


20X 


24X 


28X 


32X 


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first  page  with  a  printed  or  illustrated  impres- 
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The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  — »>  (meaning  "CON- 
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whichever  applies. 

iVIaps,  plates,  charts,  etc.,  may  bo  filmed  at 
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beginning  in  the  upper  ieft  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  following  diagrams  illustrate  the 
method: 


L'exemplaire  filmd  fut  reproduit  grdce  d  la 
g4n6rosit6  de: 

La  bibliothdque  des  Archives 
publiques  du  Canada 


Les  images  suivantes  ont  6t6  reproduites  avec  ie 
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conformity  avec  les  conditions  du  contrat  de 
filmage. 

Las  exemolaires  originaux  dont  la  couverture  en 
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par  Ie  premier  plat  et  en  terminant  soit  par  la 
dernidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration,  soit  par  Ie  second 
plat,  selon  ie  cas.  Tous  les  autres  exemplaires 
originaux  sont  fiimds  en  commenpant  par  la 
premidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration  et  en  terminant  par 
la  dernidre  page  qui  comporte  une  telle 
empreinte. 

Un  des  symboies  suivants  apparaitra  sur  la 
dernidre  image  de  cheque  microfiche,  selon  Ie 
cas:  Ie  symbols  — ►  signifie  "A  SUIVRE",  Ie 
symbols  V  signifie  "FIN". 

Les  cartes,  planches,  tableaux,  etc.,  peuvent  dtre 
filmds  i  des  taux  de  reduction  diffdrents. 
Lorsque  Ie  document  est  trop  grand  pour  dtre 
reproduit  en  un  seui  cliche,  il  est  filmd  d  partir 
de  Tangle  sup6rieur  gauche,  de  gauche  i  droite, 
et  de  haut  en  bas,  en  prenant  ie  nombre 
d'images  n6cessaire.  Les  diagrammes  suivants 
illustrent  la  mdthode. 


1 

2 

3 

1 

2 

3 

4 

/  - 

5 

6 

X  li  £1 


DETROIT  BOARD  OF  TRADE 


vs. 


THE  GRAND  TRUNK  RAILWAY. 


■♦  •  » 


MEMORIAL 


OF   A 


COMMITTEE   OF   THE    DETROIT    BOARD   OF  TRADE    TO 

THE  SPECIAL  COMMITTEE  OF  THE  LEGISLATURE 

OF  MICHIGAN,  APPOINTED  TO  INVESTIGATE 

CHARGES  MADE  AGAINST  THE  GRAND 

TRUNK  RAILWAY  '.  OMPANY  BY  THE 

DETROIT  BOARD  OF  TRADE. 


SUBMITTED    MARCH    3,    1873. 


DETROIT: 

TRIBUNE     BOOK     AND     JOB     OFFICE 

1873. 


>«•- 


T  H  E 


DETROIT  BOARD  OF  TRADE 


vs. 


TIIK  GHAiXD  TRUNK  RAILWAY. 


'^  »  » 


MEMORIAL 


OK    A 


COMMITTEE    OF    THE    DETROIT    BOARD    OF   TRADE    TO 

THE  SPECIAL  COMMITTEE  OF  THE  LEGISLATURE 

OF  MICHIGAN,  APPOINTED  TO  INVESTIGATE 

CHARGES  MADE  AGAINST  THE  GRAND 

TRUNK  RAILWAY  COMPANY  I5Y  THE 

DETROIT  BOARD  OF  TRADE. 


SUBMITTED    MARCH    3.    1873. 


DETROIT: 

'I  R  I  b  U  N  E      BOOK      AND      j  ()  H     OFFICE 

1873. 


■w^^w- 


■■^—■■^■WipiWWfglW^M 


'TWiPIWIW'' 


MEMORIAL. 


Jfr.  Chairman  and  Gentlemen  of  the  Legislative  Committee  : 
With  your  kind  permission,  I  will  now  sum  up  the 
evidence  that  has  been  adduced  before  you,  and  also 
reply  on  the  part  of  the  Detroit  Board  of  Trade  to 
Mr.  Spicer's  attempted  justification  of  the  Grand  Trunk 
Railway, 

I  will,  at  the  outset,  state  that  Mr.  Spicer's  endeavor 
to  show  that  this  investigation  has  been  instigated  by  a 
few  members  of  the  Detroit  Board  of  Trade,  mure  par- 
ticularly myself,  Mr.  H.  P.  Bridge,  and  the  Messrs.  Bots- 
ford.  out  of  personal  feelings  and  motives,  has  turned  out 
a  painful  failure.  His  other  statement,  that  "a  large 
number  of  the  most  upright,  respectable  and  wealthy 
members  of  the  Board,  disapproved  of,  and  were  decidedly 
opposed  to  this  investigation,  and  were  perfect'y  satisfied 
with  the  Grand  Trunk  management,  and  had  voluntarily 
offered  to  come  forward  and  bear  testimony  to  the 
efficiency  of  the  road  and  its  managers,  has  not  been 
sustained  or  supported  by  one  single  gentleman  of  the 
Board  except  Mr.  William  Livingstone,  who,  under  oath 
on  his  cross  examination,  swore  that  he  had  no  experience 
ivhatever  touching  the  matter  being  investigated.  Conse- 
quently his  evidence   goes   for  nothing   either    way. 

The   Committee  must   have    noted    with    pleasure,   the 


mmt 


1  I. 
[ 


entire  absence  of  ill-feeling,  rancor  or  personal  motives 
on  the  part  of  the  lioard  and  its  managers  in  this  case. 
On  the  contrary,  every  member  of  your  Honorable  Com- 
mittee must  bear  witness  to  the  unvarying  courtsey,  ac- 
commodating spirit  and  personal  good  will  towards  the 
Grand  Trunk  and  its  managers,  exhibited  by  every  mem- 
ber of  the  Board  of  Trade  interested  m  this  investigation, 
completely  disproving  Mr.  Spicer's  assertions  to  the 
contrary,  and  destroying  the  chances  of  those  he  repre- 
sents to  excite  public  sympathy  by  raising  the  cry  of 
unjust,  uncalled  for,  and  malignant  persecution  on  account 
of  personal    motives, 

Mr.  Spicer  was  not  so  forbearing  himself,  when  he 
characterised  the  conduct  of  the  gentlemen  who  have 
caused  this  investigation  "  as  not  onl\'  uncalled  and  im- 
proper,   but   unwarrantably    impertinent." 

Gentlemen  of  the  Committee,  we  shall  not  indulge  in 
tills  style  of  argument  or  language.  The  case  we  have 
presented,  and  proved  before  you,  is  too  strong  and  just 
to  need  the  use  of  such  strong  sentences.  We  have  de- 
pended on  the  merits  of  our  own  case,  and  on  them 
alone  for  justification  of  our  proceedings  and  with  what 
success,    we    lea\e    the    Conunittee    to   judge. 

Mr.  Spicer's  short  sentence  which  1  lui\e  just  repealed, 
is  the  kev-note  to  the  feelings  the  Cirand  Trunk  man- 
ag«^rs  feel  towards  all  those  who  do  mA  (.leem  their 
management  imniiiculate  and  infallible.  After  Mr.  Bridge, 
my.self,  the  Messrs.  Botsford.  antl  in  fact  e\er\-  witness 
produced  have  shown  delays  of  not  dnys^  not  wechs,  but 
mouths,  of  our  propert\-.  intrusted  h\-  us  to  the  care  of 
the  Grand  Trunk  for  transportation,  \-our  Committee 
after    having    such    evidence  in   limitless    abundance  placed 


5 


before  you,  must  have  been  astounded  at  the  sublime 
audacity,  or  simple  modesty^  of  the  managers  of  this  roatl, 
in  decinin^f  the  men  "  impertineut^  decidedly  impertiuent  /" 
who  simply  ask  that  such  monstrous  \vroni;s  be  rij^hted, 
and  venture  in  a  proper  way  to  have  this  outrageous 
treatment    of  the    patrons    of  the    road   discontinued. 

VV^e  have  placed  evidence  in  your  hands  which  i)roves 
that  corn  ordered  shipped  at  Detroit  for  (nielph,  Ontario, 
on  the  6th  of  December,  i<S72,  had  nt)t  reached  its  des- 
tination up  to  the  present  time,  bein^^  84  days  delayed, 
when  the  distance  is  on!}-  about  180  or  190  miles.  This 
corn  was  loaded  on  the  19th  December,  and  has  up  to  this 
time  remained  in  the  possession  of  the  Grand  Trunk  Rail- 
way, ainl  entirely  under  its  control.  \w(\  \  am  one  of  the 
men  branded  as  "  decidedly  impertinent "  b\-  the  (irantl 
Trunk  manai^ers  because  »  complain  of  such  um*easonable, 
unjustifiable,  and  unnecessary  tlcla\-  of  mv  property  on 
their    line. 

Mr.  Spicer  declares  uruler  oath  that  the  complaints 
made  before  )'Ouv  honorable  Committee  are  few  and 
isolated,  and  made  bv  only  a  few  discontented  men  ;  you 
have  found  them  universal,  not  isolated  ;  and  although 
we  askeil  .VIr.  Spicer  for  the  names  of  the  "  highl)-  re- 
spectable hrst-class  gentlemen  of  the  Hoard  who  disa^jproved 
of  its  |)rocee<.lint;s "  he  did  not  furnish  one  single  name. 
We  offeretl  to  sunnnon,  for  the  defense,  every  gentleman 
he  desired,  in  order  that  your  Committee  might  have 
the  benefit  of  their  experience,  and  the  (irand  Trunk 
managers  the  benefit  of  their  testimony.  He  did  not 
summon  otie  single  man.  The  defense  is  so  utterly  in- 
defensible, that  no  one  could  be  found  who  could 
overturn  the  evidence  we  have  produced,  without  a  serious 


I' 


departure  from  the  truth.  Our  case  therefor  stands  im- 
prej^nable,  and  Mr.  Spiccr  has  most  signally  failed  to 
prove  that  this  investigation  is  the  result  of  personal 
animosity,  or  tiiat  the  complaints  are  few  and  isolated, 
or  that  he  had  one  single  witness  to  sustain  the  man- 
agers of  his  road  in  the  matter  of  controversy  between 
it   and   the    Board    of  Trade. 

Mr.  Spicer,  on  being  asked  by,  I  think,  Mr.  Burns, 
if  he  would  .state  what  really  was  the  cause  of  so  much 
delay,  he  answered  :  "  I  believe.  God  Almighty — and  I 
make  this  statement  with  all  due  reve'-ence."  Now,  gentle- 
men of  the  Committee,  if  heaven  has  undertaken  the 
management  of  the  Grand  Trunk  Railway,  1  for  one, 
think  the  business  is  not  being  carried  on  with  that 
promptness,  decision,  energy  and  correctness  that  so  con- 
spicuously stamp  all  its  doings.  1  think  that  the  business 
of  the  road,  as  managed,  shows  more  human  folly  and 
want  of  capacity  than  divine  wisdom.  I  will,  howc\er, 
admit,  that  heaven  docs  sometimes  create  a  man,  so 
lacking  in  energy,  common  sense,  and  capacity,  that  he 
cannot  run  a  car  of  corn  in  eighty- four  days  from  De- 
troit to  Guelph,  a  distance  much  uncler  200  miles,  and 
that  when  the  Grand  Trunk  Compan)-  intrusts  its 
business  to  the  care  of  such  a  man,  it  assumes  the 
responsibility,  and  exonerates  heaven  from  all  blame. 
Divine  wisdom  made  the  man — human  folly  jjlaced  him 
in   a  position   he    was    incapable    of    filling. 

Another  consideration  inclines  mc  to  think  that  the 
management  is  still  a  human  institution.  After  the  man- 
agers found  that  snow  had  blocked  the  eastern  portion 
of  their  line,  why  did  they  continue  to  send  forward  their 
cars  to  a  point  beyond  which  they  could  not  proceed,  and 


I 


keep  on  Joing  so  until  tliey  had  few  or  no  cars  to 
work  that  portion  of  the  road  tliat  was  open  and  free 
from  obstruction,  and  have  thus  placed  vast  sums  of 
money  in  the  treasury  of  the  Company,  which  has  been 
lost  to  it  by  the  mode  of  manajjement  adopted.  Private 
and  personal  humanity  would  have  followed  the  latter 
course ;  corporate  humanity  is  differently  constituted,  and 
frequently  mistakes  unreasonable  obstinacy  in  a  wrong 
course    for   enlightened    firmness    in    a    light    one. 

Mr.  Spicer  spoke  slightingly  about  the  smallness  of 
the  business  furnished  by  Michigan  to  his  road,  and 
showed  that  the  freight  to  keep  400  locomotives,  5.000  cars 
and  2,000  employees  must  be  looked  for  away  west,  and 
south  of  Michigan  and  Detroit,  and  in  a  mocking,  sneer- 
ing way,  and  with  a  twinkle  of  proud  triumph  in  his 
eye  asked  if  all  this  array  of  n^en  and  material  was  to 
stand  idle,  waiting  like  "  Mr.  Micawber  for  something  to 
turn  up"  at  Detroit,  Mount  Clemens  or  elsewhere,  classing 
the  business  of  Detroit  with  that  of  a  small  country  town. 

Mr.  Spicer  made  no  more  fatal  mistake  in  the  course 
of  his  special  pleading,  than  in  contrasting  his  road,  act- 
ing, as  did  our  most  excellent  friend  Micawber  under 
certain  circumstances,  something  did  "turn  up,"  for  the 
Grand  Trunk,  and  that  "  something,"  was  more  freight 
offered  it  at  Detroit  than  it  could  m  .  _•  with  its  2,000 
employees,  5,000  cars  and  400  locomot./es.  It  did  not 
take  advantage  of  this  glorious  golden  harvest,  to  pour 
it  into  its  treasury.  Micawber  would  have  done  so,  for  he 
was  a  wise  man ;  and  this  makes  the  exact  difference 
between  him  and  the  managers  of  the  Grand  Trunk  Rail- 
way. He  would,  and  they  would  not,  take  advantage  of 
what  turned  up,    therefore   Micawber  was  the   better  man. 


JJlUUMpp, 


-fe. 


IH 


This  sneering  allusion  has  beefi  in  another  respect  fatal 
to  Mr.  Spicer's  reputation  as  a  well  infonned  man.  a.>  to 
the  statistics  of  his  own  line.  The  figures  fiiri.ished  by 
the  Grand  Trunk  officials  prove  completely,  and  without  a 
chance  of  contiadiction,  what  we  have  so  stoutly  main- 
tained and  what  the  managers  of  the  ro.id  have  as  stoutly 
denied — tht  vast  importance  of  the  Michigan  busines.s  and 
its  great  extent  and  volume. 

Ihe  figures  furnished  from  Sarnia  from  the  agent  of 
the  road  at  that  point  triumphantly  proves  our  every  state- 
ment on  this  head,  and  as  clearly  and  triumphantly  dis- 
proves every  statement  Mr.  Spicer  made  to  the  contrary, 
and  proves  farther,  that  Michigan  and  Detroit  alone  could 
have  furniv'.ed  a  greater  number  of  cars  of  freiglit  than 
have  been  ferried  across  the  river  from  Port  Huron  to 
Port  Sarnia  from  the  first  day  of  December,  1872,  to  the 
27th  day  of  P"ebruary,  1873.  I  see  looks  of  wonder,  and 
Incredulity  on  the  faces  of  many  members  of  the  Com- 
mittee. I  will  prove  what  I  have  stated  from  the  figures 
just  placed  in  your  hands  by  Mr.  Campbell  of  the  Grand 
Trunk  Railway,  acting  here  for  the  Company,  of  course  I 
have  only  had  but  a  few  minutes  to  look  at  them  ;  but 
this  few  minutes'  examination  of  theso  figures  has  aston- 
ished me.  Mark  I  pray  you  with  attention  what  they 
tiisclose. 

From  Dec.  i,  1872,  to  Feb.  27,  1873,  a  period  of  89 
days,  the  number  of  cars  crossed  from  Port  Huron  to 
Sarniif,  were  4,750,  of  this  number  Detroit  furnished 
1.055.  The  average  number  crossed  daily  was  53  33-89 
cars  in  all.  The  Detroit  portion  was  ;i  fraction  under 
1 2  cars,  or  as  near  as  can  be,  22  per  cent,  of  the 
whole  number;  man v  of  these  cars  were  ordered  for  weeks 


'#§>■' 


before  they  were  furnished  at:  Detroit,  and  many,  very 
many  of  them,  have  been  weeks  on  their  way  to  point 
of  shipmeiat ;  c\nd  have  not  yet  reached  their  destination 
when  that  destination  is  within  200  to  230  miles  of 
the  City  of  Detroit.  And  yet,  Mr.  Spicer  makes  solemn 
oath  :  "  the  company  in  Michigan  does  at  all  times  carry 
all  the  freight  from  Detroit  and  other  points  in  Mich- 
igan, as  fast  as  it  can  possibly  be  received  and  taken 
forward  East  by  the  Grand  Tiunk  Railv/ay  from  Port 
Huron  ai:d  Sarnia  through  Canada."  Your  honorable 
Committee  have  before  you,  abundant  proofs  of  what 
"  as  ,  fast  as  can  possibly  be  received  "  means  ;  it 
means  84  days  to  Guelph  and  two  to  three  months  to 
New    England    points. 

Mr.  Spicer  speaks  not  only  in  eloquent,  but  in  grand 
cloc[uent  terms  of  the  wonderful  things  the  Grand 
Trunk  Railway  has  done  for  Michigan  and  the  West.. 
Why  gentlemen,  if  I  owned  a  railroad  1,300  miles  long 
with  2,000  employees,  400  locomotives  and  5,000  cars, 
1  should  either  take  more  than  53  cars,  (530  tons)  daily 
Dul  of  the  thousands  of  tons  offered  at  the  West 
for  transportation,  or  cease  boasting  under  oath  that 
this  great  road  and  its  great  equipment  depended  on 
the  West  for  business  to  keep  it  moving,  when  dis- 
piscd  and  ignored  Detroit  could  have  furnished  the 
road  more  business  this  winter  than  its  own  figures  just 
quoted  prove  the  road,  and  its  managers  have  the  ca- 
p.icity  to  do.  Cientlemen,  only  think  of  a  road  with 
2,ooo  employees  dependitig  on  53  cars  of  western  freight 
per  day,  to  keej)  it  running  to  its  fuP  capacit)-.  and  the 
full  capacity  so  small  that  freight  is  iionths  in  reaching 
.vS  destination.     A  capacity  of  53  cars  per  day  with  5,000 


10 


cars  gives  each  car  95  days  to  make  the  round  trip 
whatever  that  may  mean  ;  but  suppose  2,500  of  the  cars 
are  employed  in  the  local  trade,  it  would  still  give 
each  car  45  days  to  make  the  round  trip,  or  about 
eight  trips  in  a  year.  I  think  that  there  is  no  road 
on  this  continent,  that  can  show  as  small  a  capacity 
for  doing  business,  with  so  great  means  at  its  disposal 
to  do  it,  as  the  Grand  Trunk  Railway  of  Canada ;  and 
to  allow  the  line  to  be  entirely  blocked  up  with  53 
cars  per  day  from  the  West  shows  it  is  full  time  that 
heaven,  Micawber,  the  Legislature  of  Michigan,  or  the 
English  stock  holders  took  charge  of  it,  or  that  the  present 
management  should  radically  change  their  present  sys- 
tem of  doing  business,  mingle  more  among  their  cus- 
tomers, to  learn  their  wants,  art  more  in  harmony  with 
the  requirements  of  the  best  patrons  of  the  road  and 
die  public  at  large,  and  cease  to  evade,  resist  and 
deny   all    demands   for   improvement   and  reform. 

A  few  more  words  and  I  am  done  with  Mr.  Spicer  and 
his  lame  excuses.  I  made  no  charge  whatever  as  your 
Committee  are  well  aware,  about  any  oflficer  connected  with 
the  Grand  Trunk,  being  in  anyway  concerned  in  rings,  this 
statement  is  entirely  gratuitous  on  the  part  of  Mr.  Spicer. 
I  simply  stated  that  if  the  Grand  Trunk  owned  all  its 
cars  instead  of  hiring  them  at  one  and  one  half  cent-s  per 
mile,  it  would  be  better  for  the  owners  of  the  road  and 
the  public,  chat  if  the  cars  run  100  miles  per  day,  they 
would  pay  for  themselves  in  two  years.  And  that  if  a 
car  lasted  ten  years  the  Company  could  have  built  and 
(iwned  five  cars  for  what  in  that  time  they  would  have 
paid  for  the  mileage  on  one.  And  that  if  these  figures 
were  correct  it  was    no    wonder    that    the    road    vvas    poor 


II 


i    trip 
e  cars 
i   give 
about 
road 
ipacity 
isposal 
1 ;  and 
ith     53 
e    that 
or    the 
present 
It    sys- 
ir    cus- 
ly    with 
ad    and 
.3t    and 

icer  and 
as   your 
ted  with 
ngs,  this 
.  Spicer. 
d  all    its 
:ents  per 
oad    and 
lay,  they 
hat    if   a 
)uilt    and 
uld    have 
se  figures 
vvas   poor 


and  the  owners  of  the  cars  were  rich  and  made  money 
fast.  I  am  not  aware  that  the  road  has  complied  with 
your  request  for  a  list  of  the  stockholders  in  the  car 
companies  operating  on  the  Grand  Trunk  Railway,  or  how 
many  miles  they  run  and  how  much  they  were  paid  in 
1872.  This  information  if  furnished  would  throw  all 
necessary  light  on  the  car  question. 

Mr.  Spicer  states  that  when  Mr.  Potter  was  here  from 
London  and  visited  the  Board  of  Trade  and  asked  what 
grievances  the  members  had  to  complain  of,  no  one  replied 
and  Mr.  Potter  and  the  Company  took  it  for  granted 
there  was  none  to  make.  I  was  asked  by  some  of  the 
members  to  appear  before  Mr.  Potte*-.  but  I  refused  for  the 
reason  that  Mr.  Potter  had  taken  no  notice  of  a  communi- 
cation sent  from  the  Board  to  London,  a  few  months  before 
hisvisit  here.  I  had  too  much  respect  for  myself  and  the 
Detroit  Board  of  Trade  to  put  myself  voluntarily  in  com- 
munication with  one  who  had  insulted  a  body  of  men  as 
respectable  and  influential  as  the  gentlemen  composing 
the  Board,  (by  not  answering  their  communication,)  my 
tastes  do  not  run  in  that  direction. 

The  conduct  of  the  English  managers  of  the  Great 
Western  Railway  of  Canada  was  in  decided  contrast  with 
the  course  pursued  by  the  London  officials  of  the 
Grand  Trunk.  Mr.  Spicer  rather  intimates  that  I  was 
rude  to  Sir  Thomas  Dakin.  Nothing  can  be  further  from 
the  fact.  Sir  Thomas'  visit  to  the  Board  and  that  of  his 
friends  was  one  of  the  most  enjoyable  meetings  ever  held 
by  the  Board,  and  will  always  be  remembered  with  feel- 
ings of  pleasure  by  every  one  present,  laying  our  grievances 
against  the  Great  Western  Railway  before  Sir  "rhomas  in 
a  plain  business  like  manner,  was  noc    deemed    m   imper- 


.jmmm 


B»!^>^w»=iV' ■  r  -^■f'gmeatm 


12 


HI 
III 


tinence,  but  a  friendly  act  and  accepted  as  such  and  I  am 
sure  Sir  Thomas  and  his  friends  look  back  with  only  feel- 
im^s  of  pleasure  to  those  hours  spent  with  the  Detroit 
Board  of  Trade. 

I  will  now  review  the  evidence  offered  by  the  Grand 
Trunk  to  justify  its  conduct  and  overturn  the  testimony 
presented  by  the  Board  of  Trade. 

Mr,  Livingstone  the  first  witness  swore  he  knew 
notJiiiig  about  the  question  at  issue,  hence  as  before  stated 
his  evidence  was  worthless  for  the  Grand  Trunk. 

Daniel  Ryan  had  been  in  business  13  years,  last  year 
had  shipped  only  two  full  car  loads,  one  of  pork  and  one  of 
whisky,  to  Port  Huron,  my  other  shipments  were  five  and 
ten  barrel  lots,  never  remember  to  have  shipped  many  full 
cars,  in  13  years.  Know  nothing  about  the  question  at 
issue. 

Peregrene  M.  Edson.  Lives  at  Fort  Gratiot.  Have 
been  in  business  10  years.  Never  shipped  a  car  load  of 
anything  at  once  during  that  time.  Know  nothing  about 
the   question    at    issue. 

Thomas  Conway.  Am  a  manufacturer  at  Ridgeway. 
Ship  100  to  300  cars  per  year  to  Detroit,  Chicago, 
Buffalo  and  New  York.  Get  plenty  of  cars.  Do  no 
business  at  local  stations  in  Canada  or  New  England. 
Knoiv  nothing  about    the   question    at   issue. 

Hiram  Hazelton.  Reside  at  Baltimore  Station.  Ship 
I    to    3    cars    per   day.     Get   plenty    of  cars. 

Cross-examined  by  Mr.  Stewart.  I  pay  $300  to  $500 
per  month  freight,  average  shipment  2  cars  per  day,  all 
to  Detroit.  Mr.  Stewart:  You  must  get  very  low  freights 
to  get  2  cars  per  day  for  $300  to  $500  per  month.    Have 


1  I  am 

iy  feel- 
Detroit 

Grand 

timony 

knew 
stated 

5t  year 
,  one  of 
ive  and 
my  full 
ition    at 

Have 

load  of 

^  about 

dgeway. 

Z!hicago, 

Do     no 


13 

you  not  made  the  number  of  cars  too  hit^h.  Ans.  :  I  i^uess 
I  have  j^ot  things  a  little  mixed.  Knoiv  nothing  ahoni  the 
question  at  issue. 

M.  D,  Frink.  Live  at  Smith's  Creek.  Have  shipped 
300  cars  of  staves  within  three  years.  Have  had  no  trouble 
in  getting  cars.  Knoiv  nothing  about  the  c^uestion  at 
issue. 

These  gentlemen  are  all  the  witnesses  outside  of  the 
officers  of  the  Road  that  have  been  brought  forward  to 
disprove  the  charges  preferred  by  the  Board  of  Trade 
against  the  road.  You  will  please  note  that  every  one  of 
those  witnesses  swear  that  they  know  nothing  about  the 
question  at  issue.  Such  absurd  and  farcical  specimens  of 
rebutting  testimony  was  never  offered  before  any  tribunal. 
The  failure  is  so  plain  and  complete  I  will  say  no  more 
about  it.  Mr.  Spicer  has  had  every  opportunity  to  furnish 
all  the  testimony  he  desired  and  the  result  is  before  you. 
Not  one  of  the  rich,  highly  respectable,  prominent  members 
have  come  forward  to  help  the  Road  as  Mr.  Spicer  states 
they  offered  to  do,  and  he  did  not  dare  to  summon  them  ; 
if  he  had  their  evidence  would  have  been  on  a  par  with 
thern  imported  from  Fort  Gratiot,  Port  Huron,  Smith's 
Creek,  and  Ridgeway ;  all  would  have  sworn  that  they 
knew  nothing  about  the  question  at  issue.  We  have 
proved  every  charge  we  made.  The  road  has  found  each 
charge  supported  by  incontestible  evidence.  We  have 
presented  for  your  consideration,  an  array  of  facts  that 
cannot  be  assailed  or  overturned.  We  have  shown  you 
that  the  growth  of  Detroit  has  been  kept  back  and  the 
developement  of  the  State  retarded  by  the  neglect  of 
the  Grand  Trunk  and  other  roads  to  do  the  business 
of  both    promptly.     We    have     shown    you    that    business 


u 


of  jjreat  volume  and  importance  has  been  lost  to  the 
city  on  account  of  the  delays  we  complain  of.  We 
have  shown  you  by  the  figures  that  Detroit  and  the 
State  of  Michigan  have  been  belittled  and  sneered  at 
by  the  Grand  Trunk  Railway  managers.  We  have  shown 
you  that  they  acted  towards  us  in  the  spirit  of  Judge 
Taney  in  the  Dred  Scott  case.  He  declared,  that 
"  negroes  had  no  rights  white  men  were  bound  to 
repect."  The  Grand  Trunk  road  acts  as  if  Detroit  and 
Michigan  "  had  no  rights,"  its  managers  "  were  bound  to 
respect."     We   hope   to  teach   them    a   sounder   doctrine. 

I  am  glad  Senator  Richardson  and  Representative 
Burns  are  on  this  Committee.  They  are  large  merchants, 
and  can  understand  our  case.  Suppose  either  of  you 
had  customers  i8o  to  190  miles  from  Detroit,  and  that 
you  shipped  them  goods  that  did  not  arrive  for  many 
weeks  after  they  had  left  your  hands  and  been  receipted 
for  by  one  of  our  railroad  companies,  do  you  think  you 
could  retain  their  custom .-'  You  know  you  could  not, 
and  that  is  just  the  position  of  the  complainants  in  this 
case.  Mr.  Dickinson  swears  he  has  lost  the  orders  for 
forty  cars  of. grain  this  winter  for  want  of  cars,  and  that 
the  orders  for  these  forty  cars  would  have  been  followed 
by  other  orders,  so  that  the  first  loss  in  business  involved 
the  loss  of  succeeding  business  that  he  would  have  secured. 

Mr.  Wendell  swears  his  firm  has  lost  business  to  the 
extent   of  250    cars    per  month. 

Mr.  Bridge  swears  that  in  the  winter  of  1 871- 1872 
he  had  to  forego  one  order  of  40,000  bushels  of  grain 
/or  want  of  cars,  and  that  he  lost  much  other  business 
besides. 

Mr.  Anderson  swears  to  a  nearly  total  destruction 
of  his   business   for   want   of  cars. 


15 

Mr.  Alexander  Lewis  swears  to  refusing  many  orders 
for   the   same   reasons. 

The  losses  of  the  firm  I  represent  have  been  heavy 
for  the  same  reason.  The  business  of  J.  L.  Hurd  &  Co. 
would  have  been  at  least  six  times  as  large  over  the 
Grand  Trunk  if  they  could  have  got  the  cars.  Out  of 
one  sale  of  40,000  bushels  corn,  ordered  by  the  pur- 
chasers to  be  shipped  on  the  Grand  Trunk,  only  800 
bushels  were  shipped  on  that  Lne ;  39,200  bushels  had 
finally  to  go  over  the  Great  Western  of  Canada,  the 
managers .  of  which  line  are  now  waking  up  to  the  fa^-^ 
that  Detroit  is  of  some  importance  as  a  freight  point, 
and  they  are  making  the  most  gigantic  efforts  to  ac- 
commodate the  trade.  They  at  least  do  not  ignore  our 
right   to   be   served. 

J.  L.  Hurd  &  Co.  have  also  had  to  ship,  and  are 
shipping,  60,000  bushels  more  corn  that  was  all  ordered 
by  the  Grand  Trunk  Railway,  bit  for  which  no  cars 
could  be  furnished.  This  large  amount  goes  over 
the  Great  Western  Railway,  by  con  ;fnt  of  the  purchasers, 
who  see  no  hope  of  getting  their  business  done  over 
the  Grand  Trunk,  although  they  so  n^uch  desire  to  do 
it  over   that   line. 

I  will  not  weary  you  with  any  farther  illustrations  of 
the  sad  incapacity  of  the  Grand  Trunk  to  meet  the  de- 
mands upon  it  for  cars.  I  have  stated  enough  ;  I  have 
offered  the  attorney  of  the  road  here  present  any 
amount  of  further  testimony  of  a  similar  character,  but 
he  is  satisfied  that  enough  has  been  adduced  to  make 
out    our   case. 

I  will  now  turn  to  the  effort  s  lown  to  establish  the 
fact   that   the  road   in    Michigan  is  no   part  of  the  Grand 


16 


Trunk,  consequently  the  Grand  Trunk  was  under  no 
obligation  to  do  any  Michigan  business  unless  it  suited 
its  own  convenience  to  do  so.  I  tell  the  managers  of  the 
Grand  Trunk  Railway  that  Michigan  will  tolerate  no 
such  pettifogging.  The  portion  of  the  line  in  Michigan 
is  the  key  to  the  position  of  its  western  trade.  Let  it 
once  be  known  that  the  policy  and  purpose  of  the 
Grand  Trunk  Company  is  to  ignore  Detroit  and  the  State 
of  Michigan,  and  it  would  arouse  a  feeling  of  such 
determined  hostility  against  them  in  the  breast  of  every 
man  in  the  State  as  would  not  be  profitable  for  the 
road    and    its  business. 

This  road  has  received  valuable  franchises  from  the 
people  of  this  State  its  property  has  been  freed  from 
the  same  taxation  as  our  own  roads  it  has  the  protec- 
tion    of    our    laws,    it    has    more   of    our   business    offered 

to  it  than  it  can  do,  it  has  the  good  will  and  good 
Wishes   of  us    all    for    its   well    being,    but    let    it    adopt  or 

even  hint  farther  in  that  direction,  and  at  once  its  best 
friends  becomes  its  most  bitter  enemies.  We  are  glad  to 
perceive  to-day  that  the  monstrous  idea  of  yesterday  is 
kept  in  the  back  ground  let  it  remain  there  forever. 
We  seek  peace,  friendship,  harmony  with  the  road  and 
its  managers,  but  let  them  war  against  the  interests  of 
Michigan  a  little  longer,  or  deny  their  responsibility  to 
her  people  and  her  laws,  and  they  will  soon  find  to 
their  sorrow  that  there  is  one  State  in  the  Union,  that 
is  not  afraid  of  a  road  1,300  miles  long  or  its  mana- 
gers  either. 

In  conclusion  gentlemen  of  the  Committee  we  leave 
this   matter   to    you    and    the    wisdom    of   our  representa- 


17 


tives  at  Lansing.  We  ask  you  for  no  law  to  embarrass 
the  working  r{  the  Grand  Trunk  line  within  the  borders 
of  Michigan.  VVe  seek  no  law  that  will  compel  them 
to  carry  our  produce  at  a  loss  to  the  owners  of  the 
road.  Our  Hoard  of  Trade  have  ever  considered  the 
laborer  worthy  of  his  hire,  and  have  always  deemed  it 
just  that  rates  should  be  remunerative  to  the  owners  of 
these  great  lines  of  communication,  that  they  deserve  a 
fair  percentage  on  their  outlay,  and  enough  besides  to 
keep  up  their  roads  to  the  highest  attainable  point  of 
efficiency  both  on  account  of  'blic  convenience  and 
public  safety,  but  still  moderate  enough  not  to  cripple 
or  interfere  with  development  and  production.  I  think 
a  law  compelling  all  roads  within  the  State  to  take  all 
freights  offered  in  reasonable  quantities  within  five  days 
after  it  is  offered  .or  shipment,  from  the  point  of  ship- 
ment and  then  promptly  to  its  destination  sufficient  to  meet 
our  case  I  would  deem  anything  up  to  20  cars  a  rea- 
sonable quantity,  but  would  except  all  interference  of 
Providence  such  as  floods,  fires,  burning  of  bridges,  ferry 
boats  or  stations,  in  one  word  we  ask  for  reasonable 
legislation,  such  as  is  fair  towards  the  roads  and  the 
people.  But  the  roads  must  feel  and  acknowledge  that 
the  people  are  the  masters  of  the  situation,  and  that 
roads  chartered  for  the  benefit  of  the  State  and  its 
development  must  at  all  times  and  under  all  circum- 
stances serve  our  people  first,  then  if  the  Grand  Trunk 
or  any  other  road  holding  its  franchises  from  the  State 
find  they  have  spare  cars  and  engines  to  serve  the  peo- 
ple of  the  States  beyond  our  own  borders  we  say  go 
and  do  it,  but  not  gentlemen  until  all  our  reasonable 
wants  are  supplied.  I  believe  I  speak  the  unanimous 
sentiment  of  the  Detroit  Board  of  Trade  in  repects  to 
these  matters. 


mmm — ......... *..,iM,« 


m 


*% 


18 

Gentlemen  of  the  Committee,  for  myself  and  the 
Board  of  Trade  whom  I  represent  on  this  most  impor- 
tant occasion,  I  thank  you  with  all  sincerity  for  your 
patience  and  courtesy  in  giving  so  close  attention  to 
my  statement  of  the  case.  I  have  had  to  speak  on 
the  spur  of  the  moment,  without  the  slightest  prepa- 
ration so  as  to  get  the  case  finished  and  allow  you 
to  proceed  at  once  to  your  duties  at  Lansing.  Once 
more  gentlemen,  I  thank  you  in  the  name  of  the  Board 
of  Trade  of  the  City  of  Detroit  for  your  kind  bearing 
toward  it,   in  the  case   now   brought    to   a  close. 


-I 

•I 


■I 


I 


% 


and  the 
t  impor- 
for  your 
ntion  to 
peak  on 
t  prepa- 
low  you 
g.  Once 
le  Board 
I    bearing 


A  PPENDTX. 


The  ch;iirman  of  the  Legislative  Committee  requested 
me  tK'fore  leaving;,  to  send  such  iiiformution  as  could  be 
procured  bcarini;  on  llu-  (juestion  at  issue  to  Lansing. 
I  told  hini  1  would  look  over  the  fi<^iires  furnished  by 
the  (ji-.ind  Trunk  Railway,  and  see  what  bearing  they 
had  on  the  contro\crsv.  I  have  onh'  the  ti"-ures  relatinsr 
to  tin:  cars  crossed  from  i'ort  llur<)n  to  Sarnia.  I 
ha\e  alread)-  analyzed  those  for  the  present  winter,  that 
is    from    Dec.    i.     1872    to    l-'eb.    27,    1873. 

I'rom  Dec.  i,  1869  to  May  i,  1870,  6,144  cars  w^re 
cros.sed  at  Port  Huron,  of  these  2,442  were  loaded  at 
Detroit  or  40  [)er  cent,  of  the  entire  number.  The  time 
in  which  these  cars  were  crossed  was  151  days,  mak- 
in^^  a  dailv  average  of  a  fraction  ovt^r  40  cars  of 
which    daily    average    Detroit   furnished    16    cars. 

From  Dec.  i,  1870  to  Ma\'  i,  187J,  8,662  cars  were 
crossed  at  Port  Huron,  of  these,  Detroit  furnished  1,935 
or  22  per  cent,  of  the  entire  number  for  151  days,  this 
gives  an  average  crossing  of  57^-^  cars,  Detroit  furnishing 
1234   cars  of  this  daily  average. 

From  Dec.  i,  1871,  to  May  i,  1872,  9,035  cars  were 
cros.sed  to  Sarnia  from  Port  Huron  ;  of  this,  Detroit  fur- 
nished 2,230  cars  or  25  per  cent,  of  the  whole  number 
cro.ssed  for  151  days.  This  gives  an  average  crossing  oi 
a   fraction   under   60   cars  daily,    of  which    Detroit  loaded 


^ 


20 


J 


15  of   this  average,  25  per  cent.      I   will   now  condense  the 
figures   and   show  the  yearly  winter   crossing'  at  a   ylance  : 


2.442 
••  l,i;35 
'*  2,230 
"      !  .05  5 

or    40    per  cent. 
12^  or    22     "         " 
15       or    25     "         " 
12       or    2?     "        " 


1869 — 1870  151  Days,  Crossed  6,142,    Detroit    liat 

1870— 1 87 1  151        "  "  8,662, 

1871  — 1872  151         "  "  9,035, 

1872-  1873  «9        "  "  4750, 

DAILV   AVKRAGK. 

1869 — 1870  40     Cars,  Detroit        16 

1870—1871  57 

1871  — 1872  60 

1872— 1873  53    33-89  Cars 

It  will  be  seen  that  the  facilities  furnished  Detroit 
has  decreased  since  1869 — 1870,  and  as  compared  with 
that  period,  18  per  cent,  in  1870,1871,  15  per  cent,  in 
1871.    1872,     18    per   cent,    in    1872,  1873. 

In  the  ni'Mtitinie,  the  number  of  miles  (jf  railroad 
within  the  borders  af  Michi<^an  has  more  than  doubled, 
the  business  has  also  more  th;m  'doubled,  so  that  if  fa- 
cilities had  continued  to  be  furnished  by  the  (irand 
Trunk  Railway  to  Detroit  and  Michij^an  shippers  on 
the  basis  of  those  furnished  in  1869,  1871,  we  should 
have  required  80  per  cent  the  present  year  of  all  the  cars 
crossed  at  Sarnia.  Hut  as  the  Eel  River  Railroad  has 
opened  up  an  immense  commerce  with  this  point,  I  am 
safe  on  stating  that  Detroit  ivoiild  and  did  require  more 
cars  to  do  its  business  promptly,  than  has  been  crossed 
at    Sarnia    during    the    present    winter. 

Mr.  Spicer  has  been  most  unfortunate  in  furnishing* 
the  Couimittee  with  figures,  that  so  overwhelmingly 
proves  the  correctness  of  our  case.  As  one  of  Shakes- 
pear's  characters  once  exclaimed :  "  I  thank  thee  Jew, 
for  ihat."  If  Mr.  Spicer  has  finished  his  study  of 
Micawber  he  will    find    this  quotation  in    the  great  Drama- 


-,iS. 


ise  the 
;lancc  : 

2.442 
J.U35 

2,2^0 

!.o55 

V     CCJlt. 
II 

<t 

I  '( 

Detroit 
:d  with 
cut.    in 

-ii  11  road 
ioublctl,  ■ 
t    if  fa- 

( J  rand 
)ers    on 

should 
the  cars 
ad  has 
,  I  am 
re  more 

crossed 

rnishing" 
ilmingly 
Shakes- 
lee  Jew, 
tudy  of 
Drama- 


31 

tist's  mercantile  play  of  the  "  Merchant  of  Venice,"  and  lie 
may  also  study  with  profit,  the  troubles  that  certain 
point  sof  law  and  evidence  brought  upon  the  unfortunate 
"  Shyiock." 

Mr.  Spicer's  fi<(ures  also,  I  am  very  happy  to  slate, 
fully  exonerates  heaven  from  all  blame  in  delaying;  freit^ht 
the  present  winter.  He  affirms  under  oath,  that  the  de- 
lays of  the  present  winter  "have  resulted  entirely  from 
climatic  difficulties."  (Jn  the  contrary,  the  complainants 
maintain  that  in  former  years  the  delays  were  just  as 
great  when  there  were  no  "climatic  difficulties"  to  com- 
plain of.  In  186^  and  1870.  the  daily  average  number  of 
cars  crossed  were  40,  or  [3  33-89  less  than  have  been 
crossed  this  present  year  with  so  many  "  climatic  difficul- 
ties"   in   the  way. 

1870,  1871.  57  car-;  were  crossed  daii}'  or  oiil)-  3  53-89 
more   than   in  this  year  of  climatic  difficulties. 

1871,  1872,  60  cars  were  crossed  or  only  6  53-89  more 
than  in  this  present  winter  when  heaven  has  interfered 
with  the    working  of  the  line. 

These  figures  leave  the  road  utterly  without  excu.se. 
There  may  have  been  a  great  deal  of  snow,  heaven  may 
may  have  interfered  to  a  small  extent,  the  figures  show 
the  exact  per  centage  of  the  interference,  but  our  Board 
maintains  that  there  was  an  abundance  of  motive  power, 
one  engine  to  every  i2'/i  cars,  an  abundance  of  cars  as 
only  about  one  car  in  ninety-^\jQ  daily,  has  crossed  the  river 
at  Sarnia  this  season.  Calling  the  number  owned  by  the 
road  5000  as  per  Mr.  Spicer's  statement.  The  figures  of 
the  road  show  that  only  15  Grand  Trunk  cars,  324  Na- 
tional Despatch  cars,  94  North  American  cars,  212  Canada 
Rolling  Stock    cars    were   sent    west    of   Detroit    since  De- 


2i 


li-'i 


cember  i,  1872  to  February  27.  1873,  in  all  645  cars.  No 
empty  cars  are  reported  as  having  been  sent  west.  Now 
as  only  1055  were  loaded  at  Detroit,  the  road  only  used 
for  both  the  Michigan  and  Western  business  1700  cars, 
leavii  ,  S050  cars  of  other  roads  to  make  up  the  4750 
crcssed  at  Sarnia,  this  makes  the  daily  average  number  of 
cars  controlled  by  the  Grand  Trunk  and  crossed  at  Sarnia 
from  December  i,  1872  to  February  2y,  1873,  a  fraction 
under  20  cars,  or  one  car  out  of  each  250  owned  and 
controlled  by  the  road.  Th's  shows  there  is  no  lack  of 
cars,  l)ut  a  most  decided  lack  of  drains  and  execntwe  tal- 
ent connected  with  the  management  of  the  Grand  Trunk 
Railway. 

If  the  managers  of  the  Grand  Trunk  Railway  are 
.satisfied  with  the  figures  furnished  by  them  to  overturn 
the  complaints  cf  the  JHoard  of  Trade,  I  am  sure  that 
body    has  no  reason  to  find  fault    with   them. 

These  figures  give  also  another  and  most  serious  aspect 
to  this  whole  fiucstion.  thc\-  prove  that  roads  in  Michi- 
gan and  elsewhere  !iave  been  stripped  of  t'  c  cars  needed 
for  tlieir  local  trade  to  furnish  the  Grand  Trunk  Road 
Company  cars  they  did  tiof  need  and  could  noi  move.  This 
.should  open  the  eyes  of  roads  connecting  with  the  Grand 
Trunk  and  show  them  it  is  wrong  to  delay  their  own 
local    business    to    hel])   a   road    that    cannot   help    itself. 

1  think  that  there  is  no  need  for  the  Grand  Trunk 
Company  "to  wait  like  Mr.  Micawber,  for  something  to 
turn  up  at  Detroit,  Mount  Clemens  or  elsewhere."  I  think 
their  own  figures  have  "furned  up  all  they  can  attend  to 
with  promptness  and  dispatch." 

DUNCAN  STEWART, 
Chairman  of  the  Board  of  Trade  Conunittee. 


^i^^ 


Kliiiipi 


mmmmKimmmmmmm 


Pi 


